Cessna 172N accident near Ridgefield, Connecticut, November 2, 2000
On November 2, 2000 at about 11:45 pm local time, a Cessna 172N, registered N4654G, was destroyed in an accident near Ridgefield, Connecticut (Danbury Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to verify the airplane's fuel tank selector position, which resulted in a loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 2, 2000 · about 11:45 pm local time
- Place
- Ridgefield, Connecticut · Danbury Municipal
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N4654G · no longer on the register · serial 17273280
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that shortly before takeoff, she switched the airplane's fuel selector from the "right" position to the "both" position. During the initial climb after takeoff, the airplane's engine experienced momentary roughness followed by a loss of power. The pilot began performing the loss of engine power emergency checklist and verified that both the mixture and throttle controls were in the full forward position; however, she then needed to use both hands to maintain the airplane's glide attitude and was not able to verify the fuel selector position. The airplane struck trees, fell to ground and a post crash fire ensued. The majority of the airplane was consumed in the fire. A complete teardown of the engine did not reveal any pre-impact mechanical failures. Examination of the fuel selector revealed its position was approximately 35-degrees counterclockwise from the "both" tanks position, towards the "left" tank position; which would have resulted in a restricted fuel flow.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 560 hours in all; 250 in this make and model; 100 in the last 90 days; 20 in the last 30 days; 480 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,000 hours
- Last inspection: annual inspection, June 2, 2000; 125 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: DXR at 11:45 pm
- Flight plan: none
- Runway 26, 4,422 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 360° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 126°F (52°C), dew point 93°F (34°C)
- Altimeter: 30.00 inHg
- Observation at 11:53 pm from DXR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.